EP1362759B1 - Détecteur magnétique de roue - Google Patents

Détecteur magnétique de roue Download PDF

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Publication number
EP1362759B1
EP1362759B1 EP03090129A EP03090129A EP1362759B1 EP 1362759 B1 EP1362759 B1 EP 1362759B1 EP 03090129 A EP03090129 A EP 03090129A EP 03090129 A EP03090129 A EP 03090129A EP 1362759 B1 EP1362759 B1 EP 1362759B1
Authority
EP
European Patent Office
Prior art keywords
coil
wheel
coils
magnetic
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP03090129A
Other languages
German (de)
English (en)
Other versions
EP1362759A1 (fr
Inventor
Gerd Hollnagel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1362759A1 publication Critical patent/EP1362759A1/fr
Application granted granted Critical
Publication of EP1362759B1 publication Critical patent/EP1362759B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/16—Devices for counting axles; Devices for counting vehicles
    • B61L1/163—Detection devices
    • B61L1/165—Electrical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L1/00—Devices along the route controlled by interaction with the vehicle or train
    • B61L1/02—Electric devices associated with track, e.g. rail contacts
    • B61L1/08—Electric devices associated with track, e.g. rail contacts magnetically actuated; electrostatically actuated

Definitions

  • the invention relates to a magnetic wheel sensor according to the preamble of claim 1.
  • Wheel sensors are used in railways for the track vacancy, but also for other switching and reporting tasks. In this case, the magnetic field influencing effect of the iron wheels of rail vehicles is predominantly utilized.
  • inductive sensors mounted on the track which generate a specific magnetic field, the retroactivity of the iron wheels can be detected, whereby a wheel pulse is registered with each wheel detection or axle detection.
  • the number of wheel pulses in conjunction with another wheel sensor provides information about the occupancy state of the intermediate track section. From the temporal offset of two spatially staggered sensors, the higher-level control can determine information about the direction and speed, so that conclusions about the number of wheels that have passed in a certain direction, the sensors are possible. If one of the two sensors fails, information about direction and speed can no longer be obtained.
  • the track vacancy notification is an essential decision criterion for the control of turnouts and signals.
  • the decision On the basis of the occupancy state of track sections, the decision is made as to whether a rail vehicle may enter this track section or not. Consequently, the alarm signals of the axle counters must meet extremely high reliability requirements. It must be ensured that only the iron wheels of the rail vehicles passing over the sensors are detected by the sensors and interference magnetic fields of other origin be ignored. This applies, for example, magnetic fields that arise in electric traction through rail currents and by vehicle components such as transformers, chokes and electronic rail brakes. The latter pose a particular problem because the magnetic fields generated are very strong. This is especially true for the eddy current brake, which was developed for the ICE (Intercity Express), since this eddy current brake generates a disturbing magnetic field in the excited state, which greatly overlaps the working magnetic field of the inductive sensor.
  • Wheel sensors that work with alternating magnetic fields are available in two versions.
  • a magnetic field is generated on one side of the rail and received on the other side.
  • a wheel on the rail alters the coupling between the transmitter and the receiver coil and can thus be detected. Due to the two-sided arrangement, the effort with two housings is high and for the magnetic field comprising the rail, a high power in the range of 1 to 2 watts is needed.
  • Sensors mounted only on one side of the rail work on the principle of the magnetic proximity switch, where the magnetic field is damped by eddy currents in the iron mass of a wheel. These sensors respond to the wheel rim and come with smaller operating power in the range of about 10 to 50 mW. However, due to the lower power in the magnetic field, these sensors are easily disturbed by external magnetic fields, such as the aforementioned fields of rail currents or eddy current brakes.
  • the principle of operation of a generic wheel sensor based on the change in the transformer coupling between the two coils by the influence of the iron mass of the wheel.
  • magnetic field changes result, which can be evaluated as voltage changes in the two coils.
  • the coils are preferably arranged on one side of the rail. Disturbing influences due to rail current and eddy current brake are reduced. Also, temperature influences are virtually no longer.
  • the voltages across the coil parts of the second coil, which are associated with opposing magnetic fields, have the same amplitude without the influence of a wheel, but an inverse phase position. The sum voltage across the entire second coil is thus zero in the idle state.
  • the equilibrium between the partial voltages is disturbed and an output voltage across the entire second coil can be measured.
  • the phase of this voltage depends on which part of the second coil is just passed by the wheel. From the succession of the output voltage with the same phase and inverse phase relative to the voltage waveform on the first coil, the direction of movement of the wheel and from the period for the phase inversion, the speed can be determined. In a double sensor arrangement, this information is thus available redundantly.
  • the two safety-independent systems of a double sensor can continuously check each other in the function and bring the failure of the other sensor for reporting.
  • the detection ranges of both sensors can overlap mechanically, so that whenever a wheel is detected, a temporal overlap of the influence exists and the direction of movement is detectable in any case.
  • the invention has for its object to provide a magnetic wheel sensor of the generic type whose parameters are optimized in terms of the reliability of the overall system, in particular, the signal to noise ratio is improved to external fields.
  • the magnetic field in the coils is pulsed, with only a small effective duty cycle is required.
  • the instantaneous power in the field is correspondingly larger.
  • this improves the signal-to-noise ratio to external fields. Since the coupling between the coils is temperature independent, the influence of temperature on the winding resistance becomes practically meaningless.
  • the pulsed operation of each sensor in the pulse pauses makes it possible to monitor the other sensor by means of magnetic coupling with reliable galvanic and functional separation of the sensors.
  • the operating frequency of the sensor coils according to claim 2 is selected to be sufficiently high, for example 1 MHz, the sensor can be operated with oscillation packets in the burst. If, for example, ten oscillation periods of 1mhz with a repetition frequency of 10 kHz are used, the result is an effective duty cycle of 10%. As a result, the recorded power can be concentrated to one-tenth of the time, whereby at the same power consumption, a ten times higher instantaneous power in the magnetic field of the sensor can be achieved. By the same factor, the signal-to-noise ratio improves to the influence of external interference fields. Due to the temporal interleaving in the burst, the two sensor systems of a double sensor can be easily accommodated in a housing, without dysfunctions or impairments to be feared by magnetic couplings between the systems.
  • the wheel sensor can be operated with frequencies greater than 1 MHz, an embodiment of the coils according to claim 3 in the form of traces on a circuit board is possible. That at this technique, the quality of the coils is significantly smaller than in the previously used wound coils bothers
  • FIG. 1 shows a possible basic arrangement of two coils 1 and 2, which generate magnetic fields when energized. Due to the proximity of an iron wheel, the magnetic field changes, whereby voltages are induced in the coil arrangement, through which ultimately the passage of the wheel is detectable.
  • a first coil 1 is exemplified here as a rectangular frame. Axially to this first coil 1 is a eight-shaped divided into two halves second coil 2 is arranged, wherein the two halves seen in the direction of travel lie one behind the other and cover the same area as the first coil 1. Due to the eight-shape, the two halves of the second coil 2 are out of phase connected. This creates when energized in the two halves of the second coil 2 opposing magnetic fields.
  • FIG. 2 It can be seen how the transformer coupling between the first and second coils 1 and 2 is changed by the influence of a wheel 3.
  • the induced by the wheel in the coils 1 and 2 voltages U 1 and U 2 are evaluated - as based on FIG. 4 explained in more detail.
  • FIG. 3 are two coil systems A and B after FIG. 1 combined to a double sensor. Due to the overlapping of the two coil systems A and B, the primary voltage of the system A or B is also coupled into the other system B or A respectively. The induced voltage can be evaluated to perform a function monitoring of the other system A or B respectively.
  • the two coil systems A and B are only inductively coupled and it is an independent structure of the two systems A and B possible, so that a continuous function monitoring for safety-related use can be realized. Since the areas in which the two coil systems A and B detect a wheel overlap mechanically, it is ensured that the signals of both coil systems A and B also have a temporal overlap. In this way, the detection of the direction of movement is always given when both coil systems A and B respond to the wheel.
  • FIG. 4 are the voltages U 1 , U 2 and U 2a and U 2b at the individual parts of the sensor coils 1 and 2 of a single sensor according to the Figures 1 and 2 shown.
  • U 1 is the voltage across the first coil 1 in the form of a continuous sine wave.
  • U 2a and U 2b characterize the stresses on the two halves of the second coil 2. Without influence of a wheel 3 they have the same amplitude and opposite phase position, whereby the sum voltage U 2 at rest is zero. When a wheel 3 approaches the sensor, the equilibrium between the partial voltages U 2a and U 2b at the two halves of the second coil 2 is disturbed and an output voltage U 2 not equal to zero is measurable.
  • phase of this voltage U 2 is dependent on which half of the second coil 2, the wheel 3 is currently. From the succession of the same or inverse phase of the output voltage U 2 of the second coil 2 in relation to the phase position of the voltage U 1 on the first coil 1, the direction of movement of the wheel 3 can be determined and from the period for the phase reversal, the speed.
  • FIG. 5 illustrates the temporal interleaving of a pulsed energization of a double sensor according to FIG. 3 ,
  • the two coil systems A and B of the double sensor are alternately energized for a short time. This burst operation prevents magnetic coupling of the two systems A and B. Shown are the voltages U 1A and U 1B at the first coils 1 A and 1 B of the individual sensors A and B.
  • the evaluation of the output voltages U 2A and U 2B of the second coils A2 and B2 for the wheel detection takes place only if the associated first coil 1 A or 1 B is active.
  • the invention is not limited to the embodiments given above. Rather, a number of variants are conceivable, which make use of the features of the invention even with fundamentally different type of execution.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Measurement Of Length, Angles, Or The Like Using Electric Or Magnetic Means (AREA)
  • Investigating Or Analyzing Materials By The Use Of Magnetic Means (AREA)
  • Measuring Fluid Pressure (AREA)
  • Geophysics And Detection Of Objects (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Indicating Or Recording The Presence, Absence, Or Direction Of Movement (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)

Claims (3)

  1. Détecteur magnétique de roue, notamment pour une installation de contrôle de libération de la voie, pour détecter une modification du champ magnétique en raison de roue (3) en fer d'un véhicule ferroviaire passant sur la voie, comprenant une première bobine ( 1, 1A, 1B ) produisant un champ magnétique, lorsqu'elle est alimentée en courant, et une deuxième bobine ( 2, 2A, 2B ) disposée axialement par rapport à la première bobine, la deuxième bobine ( 2, 2A, 2B ) étant constituée d'au moins deux sous-bobines ayant des sens d'enroulement opposés, et dans lequel la surface sous-tendue par la première bobine ( 1, 1A, 1B ) et la surface sous-tendue par la somme des sous-bobines de la deuxième bobine ( 2, 2A, 2B) sont sensiblement égales, la variation dans le temps des tensions ( U1, U2 ; U1A, U1B ; U2A, U2B ) induites dans les deux bobines ( 1, 1A, 1B ; 2, 2A, 2B ) lorsque le champ magnétique varie étant exploitée,
    caractérisé
    en ce que l'on effectue l'alimentation en courant d'une façon pulsée.
  2. Détecteur de roue suivant la revendication 1,
    caractérisé
    en ce que la fréquence de travail des bobines ( 1, 1A, 1B ; 2, 2A, 2B ) est si haute que des paquets d'oscillation peuvent être obtenus dans le paquet de salve.
  3. Détecteur suivant l'une des revendications précédentes,
    caractérisé
    en ce que les bobines ( 1, 1A, 1B ; 2, 2A, 2B ) sont constituées sous la forme de pistes conductrices sur une platine.
EP03090129A 2002-05-08 2003-04-25 Détecteur magnétique de roue Expired - Lifetime EP1362759B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10221577 2002-05-08
DE10221577A DE10221577B3 (de) 2002-05-08 2002-05-08 Magnetischer Radsensor

Publications (2)

Publication Number Publication Date
EP1362759A1 EP1362759A1 (fr) 2003-11-19
EP1362759B1 true EP1362759B1 (fr) 2010-09-29

Family

ID=29265304

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03090129A Expired - Lifetime EP1362759B1 (fr) 2002-05-08 2003-04-25 Détecteur magnétique de roue

Country Status (4)

Country Link
EP (1) EP1362759B1 (fr)
AT (1) ATE482864T1 (fr)
DE (2) DE10221577B3 (fr)
ES (1) ES2353276T3 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU214294U1 (ru) * 2022-08-18 2022-10-19 Вероника Валериевна Штанке Датчик трансформаторный путевой
EP3994045B1 (fr) 2019-07-05 2023-08-02 Build Connected B.V. Dispositif de détection d'une roue sur une voie ferrée

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005023726B4 (de) * 2005-05-23 2007-11-22 Frauscher Gmbh Verfahren und Vorrichtung zur Vermeidung von ungewollten Beeinflussungen von Doppelsensoren
DE102007005236A1 (de) 2007-01-30 2008-07-31 Siemens Ag Magnetischer Sensor und diesbezügliche gleisseitige Baugruppe
DE102007023476B4 (de) * 2007-05-15 2009-07-09 Siemens Ag Radsensor
DE102008056481A1 (de) 2008-11-05 2010-05-06 Siemens Aktiengesellschaft Radsensor
DE102009053257B4 (de) * 2009-11-05 2013-10-02 Siemens Aktiengesellschaft Radsensor
DE102012212939A1 (de) 2012-07-24 2014-01-30 Siemens Aktiengesellschaft Radsensor
DE102018111454A1 (de) * 2018-05-14 2019-11-14 PINTSCH TIEFENBACH GmbH Sensor zum Erfassen von Metallteilen, sowie Verfahren zum Abschwächen eines magnetischen Feldes
EP4151495B1 (fr) * 2021-09-15 2024-07-03 Build Connected B.V. Procédé et dispositif pour déterminer une direction de mouvement d'une roue d'un train passant sur une voie ferrée
DE102022206169A1 (de) 2022-06-21 2023-12-21 Siemens Mobility GmbH Sensor und Eisenbahngleisanlage mit Sensor
NL2035850B1 (en) 2023-09-21 2025-03-28 Build Connected B V Improved wheel detector device with background field compensation

Family Cites Families (9)

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Publication number Priority date Publication date Assignee Title
FR1391839A (fr) * 1964-01-15 1965-03-12 Silec Liaisons Elec Procédé et dispositif pour déceler le passage d'un mobile
US3697745A (en) * 1970-05-18 1972-10-10 Gen Signal Corp Flux nulled wheel detector
DE3046102C2 (de) * 1980-12-06 1985-05-23 Standard Elektrik Lorenz Ag, 7000 Stuttgart Achsdetektor mit Fahrtrichtungserkennung für Schienenfahrzeuge
DE3632316A1 (de) 1986-09-23 1988-03-31 Siemens Ag Fahrzeugdetektor
JPH0225906A (ja) * 1988-07-14 1990-01-29 Nec Corp 磁場発生方法
US5333820A (en) * 1993-02-18 1994-08-02 Union Switch & Signal Inc. Railway vehicle wheel detector utilizing magnetic differential bridge
AT406139B (de) 1998-04-08 2000-02-25 Frauscher Josef Radsensor
DE19854232A1 (de) * 1998-11-24 2000-05-31 Bosch Gmbh Robert Induktives Bauelement mit planarer Leitungsstruktur und Verfahren zur Herstellung desselben
US6064315A (en) * 1998-12-29 2000-05-16 Harmon Industries, Inc. Zero speed transducer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3994045B1 (fr) 2019-07-05 2023-08-02 Build Connected B.V. Dispositif de détection d'une roue sur une voie ferrée
RU214294U1 (ru) * 2022-08-18 2022-10-19 Вероника Валериевна Штанке Датчик трансформаторный путевой

Also Published As

Publication number Publication date
EP1362759A1 (fr) 2003-11-19
DE50313121D1 (de) 2010-11-11
DE10221577B3 (de) 2004-03-18
ATE482864T1 (de) 2010-10-15
ES2353276T3 (es) 2011-02-28

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